Air-brake



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H. P. NOYBS. AIR BRAKE.

No. 571,786n Patented Nov. 24, 1896.

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UNITED' Sfrrrrns ATENT f rrr-cn.

Henny F. Norse, or ELGIN, ILLINOIS, Assie'uon 'ro run wnsfriuonousn AIR BRAKE ooMPANY, or Pirrsnuno, PENNSYLVANIA.

SPECIFICATION forming part of Letters Patent N o. 571,786` dated November 24, 1896. l v Application filed November 24,1894. Serial No. 529.881. (N medew To all, whom zz'mcty concern: eruiion of the triple valve also opens an ex- Be it known that l, HENRY F. NOYES, of haust-port in the triple Vn-Ive, so that the air Elgin, Kane county, Illinois, have invented in the brake-cylinder may escape through it certain new and useful Improvements in Air-` into the atmosphere. 55 Brakes, of which the following is a speciiicn- In going downgrade it vis desirable to retain tion. a certain amount of pressure in the brake- The object of my invention is to provide a cylinder, so that the engineermay keep the simple, economical, and eicient valve espetrein under better control :md prevent bumpcially adapted for use in connection with airiugof the cnrs, ns might happen in, stopping 6o 1o brake systems, and yespe'ci: a.lly the W'estingund startingif there was no back pressure in house system; und the invention consists in the brake-cylinder- At present this pressure 'the features and combinations hereinefterdeis maintained in the brake-cylinder by conscribed and claimed. neet-ing the exhaust of the triple-Valve with In the drawings, Figure 1 is a vertical Sec what is known as a. retaining-valve, lo- 65 tional elevation taken on line l of Fig. 2; cated generally at the top of the cnr, and so Fig. 2, a similar section taken on line 2 of arranged as to be withinV easy reach of. the Fig. l; Fig. 8, a. Vertical sectional elevation trainhands. Ordinarily thijs valve is a1'- of a modified forniof my improvement, and ranged so that the air exhausts into the at- Fig. 4 a diagrammatic view showing an ai mosphere, but when it is desired to use this 7o 'zo brake system including iny improved valve. valve to keep a certain .amount of nir-pres- In the ail-brake 'systems now in use the sure-in the brake-cylinder the cock is turned triple valve connected between the. traiinso that the airis exhausted th roughaweighted pipe, the auniliary reservoir, and brake-CyL Valve, the weight being oi any amount deinder, so that the fluid-pressure has to pass six-ed, but generally suiiicient to retain'e pres- 75 through this triple' valve before it can rench y su re of fifteen pounds. As thenirexhaustsit either `the yauxiliary reservoir or the brukewill mise the retaining-vnlvennd escupe until cylinder. The .normal or air vpressure in the the pressure in the broliecylinder is reduced train-pipe is generally about seventy pounds to the point of aboutifteen pounds and will n per square inch, and a. reduction of from. six maint-einmal, pressure in the brake-cylinder. 8o

'3o to eight pounds by the engineer or in any The objection, however, to this method of other manner in the train-pipe. operates the maintaining the' back pressure in the brake; `,triple valve, so that theair passes from the cylinder is that while the engineer is responauxiliary reservoir Vinto the; rake-cylinder sible for running his train he does not have und operates such cylinder to apply the all the partsvof the broke mechanism'under 85 brakes., This is the ordinary method. In his absolute control, :is he isdependentupon the case where an emergency stop is made e.` the careful attention of the train-hands, who further or quicker reduction of pressure in mustiu conjunction with him operate this iho trein-pipe of ten nto twelve pounds will 'retaining-valve to maintain the desired back further ostinato the triple valve so that the' pressure. Should the trainhands, through 9o 4G air from the trein-pipe will enter the brakecarelessness o'ptherwise, neglect to close the cylinder directly endzbe added to the prese, remining-veliii;"en the desired time, the liasure from the auxiliary reservoir and apply bility of causing an occidentis magnified, as the bra-kes more speedily. W hen itisdesired theengineer has not the full control of his Y lo release -the brake mechanism, the normal trein. Toremove those objectionsand to prog5 pressure is restored to the train-pipe, and vide e suitable vulve which will permit the this action operates the triple valve to close' air under pressure in the brake-cylinder to be all communication bet-Ween the treinpipe exhausted int-o the omer air, either through a and the brake-cylinder and open the passage free opening or through a; retniningvalve between the auxiliary reservoir and the trainwhich will operate automatically and is at all los.

5o pipe to restore the pressure in the auxiliary times under the control ofthe engineer, is the reservoir to the nornml amount.. This op- 'principal object of my invention;

'.In constructing my vimproved valve I pro-.-

' videa main shell A, havingapressure-chamber a, which is connectedthrough the opening a with a train or service pipe.- This shell is provided withopenings a? and as, and clos- .ing these openings are elastic or yielding diaphragms A and A2, which are preferably held in place ybymeaus of a cap B and a bottom shell B', all of the parts being firmly securedAk together by means of bolts b, Extending t-hrough'the chamber ais a'piston-rod C, to which is attached two diaphragm-pistons A 1'and Az'of diierent diameters and arranged in 'differential relation to each other for the purposes hereinafter described. The diaphragme are Vsecured tothe pistou-rod by means of Va flanged nut C at the upper end Y exhausts from the triple valve, must pass through this chamber. Tothe lowerporti'on of the pistonrod and in line therewith is attached a valve-stem D2, which has abearing Y in the bracket d to steady it'in its movements,

and such valve-stem is provided at its upper end with a circular protecting-plate' d', between which and the lower diaphragm-piston inthe pressure-chamber the'low'er diaphragm is secured, so that the movement of both diaphrag-m-pistons are communicated to it. The lower end of ,the valve-stem is provided also with an' exhaust-valve E, which is secured to the valve-stem by means of a screw e. The valve or vcushioned portion of the valve rests upon a seat E to close an opening into lthe outer air.

To hold the exhaust-valve on its seat, a reeessed plug F is screwed into the upper part of the cap. Inserted in the recess 'of the pl'ug and between its solid portion and the pistonrod is a spiral tension-spring f,- by Which and the adjustment of the screw-plug any desired pressure may be obtained.

To provide an auxiliary exhaust-port to the exhaust-chamber anda retaining-valve by which any desired amo-unt of back pressure may be retained in the exhaust-chamber for purposes hereinafter described, I provide the lower shell portion with a projecting portion G and a cylindrical upward projection G'. Inserted in this cylindrical upward projection is a weighted retaining-valve g, which has its stem and valve portion g' extending down- Wardly to normally close an opening g2, which communicates with the exhaust-chamber. Immediately above the valve-seat of the retaining-valve is -a chambery g3, Which communicates with the outer air through openingsg, so that when the retaining-valve is used the air will pass out through the chan# nel g5 and through the opening g4 into the outer air. The weight of this valve is generally suiiicient to retain fifteen pounds-that i=, the desired pressure which is used ou normal dowugrades-so that the ordinary pressure-in-"tlie exhaust-chamber, which is about sixty pounds, willescape out through this retaining-valve until it is reduced to slightly below fifteen pounds, when such valve will close all further escape'of theair-'pressu re until the pressure is again raised yabove ythe point of fifteen pounds.

InI Fig. 4 I have shown' a diagrammatic view of an ordinary air-brake system in which H is the triple valve, connected directly to a vbrakescylinder'H and, by'pipes h, to the auxiliary reservoir H2. Hsis the engineers valve', 'which is also connected to the triple valve by means of the trainpipe71l and with the main reservoir Iby means of the pipe The engineers valve is also connected, by means of pipes i', with the brakevalve reservoir I',

:while the pipe t? leads to the governor. J

represents my additional or auxiliary valve, which is connect-edwith the triple valve by means of the exhaust-pipe j. The train-pipe h' is -conneetedwith the opening a' (shown in Fig. l) by means of the pipe j. The pipe 7' isv connectedwith thefprpjeetion D and its openingV d2,'as is'shown inthe same gure.

I do not think it necessary or desirable to fully show and describe all the mechanism-of the triple valve, the engineers valve, thebrake-cylinder, &c. as they form no novel ele ment of my improvement, and, as their mechanism and construction are understood by those skilled inthe art, any detailed descrip-.

tion of the same here would'besnpeiuous.

The operation ot my improvement is as follows: 'lhe engineer applies his brakes in the usual manner, so that when he wishes to release the brakes he restores air-pressure to the train-pipe up to the normal point of seventy'pounds.- The air from the train-pipe enters vthe pressurefch'amber, which I will hereinafter designate -as the primary airchamber, at the same time that it enters the triple valve. The triple valvevis operated automatically, so that the air in the brakecylinder exhausts through the triple valve into the exhaust-chamber of my auxiliary valve. As the upper diaphragm-piston in IOO IIO

the primary chamber' is of a larger area than the diaphragm. piston and valve from oper- Y ating to permit air-pressure to escape directly into the outer air. The a-lr exhausting therefrom passes through the channel (5, raises the-retaining-valve, and permits allot .the pressure to escape, excepting enough to give `substantially fifteen pounds back pressure, thus keepingmthe brakes on a slight amount while the train is going downgrade.

If the engineer does not desire to keep the brakes on with a slight back pressure, when' he supplies the trainf'pipe with air-pressure to release the brakes, he operates the engineers valve to what is known as ordinary release position, thus turning the main reser-4 l voir-pressure of ninety pounds or more into the trainfpipe-- This ninety pounds in the train-pipe, therefore, enters the primary chambers of the auxiliary val-ve and over-y comes the'action of the tension-spring, vraising the piston and valve rods and permitting lIo of the triple'valve.

all of the air-pressure from the brake-cylinder to escape out through the exhaust-valve.

In Fig. 3 I have shownamo'dication of myrv improvement which dispenses with the ordinary retainingwalve altogether by making the different piston-heads and exhaustvalve of such relative superficial areas and corn- 'bining therewith an adjustable spring arranged to act on the piston-rod, so thatl the pressure in the primary and exhaust cham-- bers are taken advantage of to veither actuate y the exhaust-valve for the purpose of vrelieving the brake-cylinder of-all duid-pressure or to obtain a certain amount for the desired back pressure. i

In making my modified form I make a casf ing K of the general form and construction of that shown in Figs. l and 2, and provide it, as in such instances, with a primaryairpressure chamber, which is connected with the train-pipe, and having .diaphragm-piel tons K and K2 at each side of .the chamber,

4so that air-pressure is admitted and interposed between such diaphragm-pistons. The piston-rod K' operates in such chamber and is -provided with flanges k3 and h4, that secure the piston-,rod and the diaphragm-pistons, These pistons are arranged in differential relations toeach other-that is, theupper one is preferablyof a larger superficial area than the lower one, so that the fluid-pressure in such chamber tends to operate and move the piston-rod in one direction.

A cap L and shell lll are. attached to opposite ends of the main casing and secure the diaphragmsin place, the whole being securely bolted together. The shell M- is provided with an exhaust-chamber Jr'n, similar to that shown and described in Figs. 1 and 2, and is yconnect-ed to the tubular projection m', by

means of a pipe or otherwise, with the exhaust A reciprocating valvestexn N is mounted in suitable bearings n in the exhaust-chamber and in line with the diaphragm-piston mechanism of the primary chamber, to which it is preferably connected. This reciprocating valverod contacts .the lower diaphragm-piston and is provided with a flange N at its upper end and is used .to secure `the piston and valve-rods to the diaphragm.

tive superficial areas of such diaphragm pistons and valve and the tension of the adjustable tension-spring o is such, as hereinafter described, that the'tendency of the fluid-pres` sure is to raise the valve on its scat u2 and open the passage to the outer air.

The cap is provided with a recessed screwthreaded plug 0, arranged above the pistonrod, so that a small spiral tension-spring o is This valve-rod is provided with an-l exhaust-valve n' at its lower end. The re-lainterposed between such piston-rod and the solid portion ofthe plug, the tendency being always to keep the exhaust and retaining valve closed. The amount of pressure eX- erted by this spiral spring can be Varied by the adjustment of the threaded plug, and the supercial areas of the pistons and valves are such that air-pressure in the primary chamber has a tendency to raise lthe pistonrod with its pistons and the exhaust-valve upward against the action of the spiral spring in excess of the amount that the spring itself exerts. The springl is usually set at such a pressure that with a train-pipe pressure of seven ty pounds in the primary chamber pressure in both of the chambers will raise the valve and hold it open until the pressure therein in the brake-cylinder, and hence in the exhaust-chamber, falls below the point of fifteen pounds.` Thlis is done, as above stated, by giving the desired tension to the spring o and having the upper piston in the primary chamber of a larger superiicial area than the lower piston and the upper piston in the eX- haust-chamber of a larger superficial area than the lower valve. Themoment the air-pressure iu'brake-cylin der and exhaust-chamber falls below fifteen pounds the exhaust-valve will close and act as a retaining-valve, ,keeping the air in the exhaust-chamber at4 that vpressure, and consequently back into the brakecylinder, with which it is connected through the triple valve.

The operation ofithis modification is as follows: The bra-ke is applied in the usual way, and if the engineer wishes to retain a slight back pressure in the brake-cylinder he restores the normal train-pipe pressure of about seventy pounds to the train-pipe- This admits compressed air into the primary cham ber of the auxiliary valve and an exhaust-- pressure of the same amount into the exhaust" chamber of the auxiliary valve, so that both IIO pressures taken together act on differential?. pistons to raise the diaphragm piston-rod "7 against the tension of the spiral springs and allow the fluid-pressure to escape through the exhaust into the outer air. 1When the pressure in the exhaust-chamber falls below fifteen pounds, the tension of the spiral spring moves'ihe diaphragm-piston downward and thereby closes the exhaust-valve. To make an ordinary release, the engineer operates his valve to that positionknown as the release position, thus turning fluid-pressure of about ninety pounds from the main reservoir into the train-pipe and thereby into the primary chamber of the auxiliary valve'.v This excess .of pressure raises the diaphragm-piston in the primary chamber against the tension of the spring and holds the exhaust-valve open until all of' the pressure in the brake-cylinder has escaped.

From the above it will bc seen that the advantages of my improvement are that the engineer, through his ordinary engineers valve, may always'have the entire train under control, either keeping it free from any brake action or retain a desired back. pressure in the brake-cylinders to prevent accident' when going downgrade. Thus, instead of having several persons responsible for the safe operation of the brakes, vit is under one responsible head, and generally a man skilled in the use of such mechanisms,- so thatfit may safely be left to hiscontrol.

While I have described my invention with considerableminuteness as regards the de-` tailsthereof and as being embodied in` more or less precise forms, I do not desire to be `limited thereto unduly, as I' contemplate all 'proper changes in form, omission of parts,

and thesubstitution of equivalents, ascircumstances may suggest or necessity render expedient. j :r

Iclaim-Q 1. In auxiliary valves for air-brake system s, the combination of a easin g provided with a primary air-chamber arranged' to be connected-to a trainer service pipe and an exhaast-chamber arranged to be connected to the exhaust of a Itriple Valve of a brake-cylinder, a valve or valves iu such casing arranged to be actuated by a predetermined fluid-pressure in the primary chamber and permit the discharge of any fluid-pressure in the exhaust-chamber above apredetermined amount, and when an excess of the predetermined luid-pressure enters the primary chamber the valve is held open and all liuid-` pressure permitted to escape from'the exhaast-chamber; substantially as described.

2. In auxiliary valves fo'rar-brake systems, the combination of a casing provided with a primary air-chamber adapted to be connected with the train-pipo .and an exhaust-chamber adapted to be connected with the exhaust- A port of a triple valve, a piston-rod inthe valve is held open and all iluid-pressureperf ing a primary chamber connected with the primary chamber provided with a diaphragmpiston at each end, one of such pistons being of a larger superficial area than the other, an exhaust and retainin'gvalve in the exhaustchamber arranged to be actuated when the piston-rod is actuated, and a spring arranged to normally close the exhaust-valve, the rela, tive superlicial areas of the diaphragm-pistons and exhaust-valves vacting to operate againstthe tension of the spring when the Vnormal or ordinary fluid-pressure is admit-ted to the primary chamber and hold the valve open and permitV the escape of all Huid-pressure from the exhaust-'chamber above a predeterminedfamount, and-when an excessfof fluid-pressure enters the pri mary chamber the mitted to escape from the exhaust-chamber., substantially as described. i

3. The combination of an air-brake system provided with a source of air-pressure, an engineers' valve, a triple valve, a brake-cylinder and auxiliary reservoir substantially as described, with an auxiliary valve-casing havtrain-pipe' and an exhaust-chamber connected by way of the triple valve with the brakecylinder, a valve or valves in such casing arranged to bel actuated by the normal or ordinary fluid-pressure in the primary chamber and permit the discharge of all the fluid-pressure in the brake-cylinder 'except a predetermined amount, and when anexcess of iiuidpressure is furnished the primary chamber any and all Huid-pressure in the brake-cylinder is permitted to exhaust, substantially rod, an exhaust-valve on the oppositeend of the rod arranged to close an openi 0*' in the exhaust-chamber, a spiral spring interposed between one end of the valve-casing and the K piston-rod to normally keep the exhaust-valve closed, and a retaining-Valve connected with the exhaust-chamber, the whole so constructedand arranged that when the normal or ordinary duid-pressure is admitted tothe primary chamber and any pressure to the exhaust-chamber, the exhaust valve remains closed and a predetermined amount of the Huid-pressure of the exhaust-chanib'er is exhausted through the retaining-valve, and when an excess of fluid-pressure is admitted to the primary chamber the exhaust-valve is opened and all the fluid-pressure in the exhaust-chamber is permittedA to escape into the outer air, substantially as described.

5. In auxiliary valves forair-brake systems, thecombinationv of a casing provided -with a `primary ai r-chamber adapted to be connected -with a train-pipe and au exhaustchamber `adapted to be connected with the exhaust;

-port of a triple valve, a piston-rod in the primary chamber provided with a diaphragmpiston at cach end, one of such pistons' being of a larger superficial area than the other, a reciprocating valve-rod in the exhaust-chamber substantially in line with the piston-rod and arranged to be actuated as the piston-rod is actuated,- a4 diaphragmpiston on one end of such valve-rod, an exhaust-valve on the op- -posite end of the valve-rod arranged to close the exhaust-chamber, an ad- 'justable screw-threaded .plug inserted in the au opening in loo valve-casing adjacent to theupper end of the f piston-rod, a spiral spring interposedbetween such adjustable plug and the valve-rod', and

`a retaining-valve connected with the exhaustchamber of thepauxiliaryvalve, the vwhole so constructed andar-ranged that when the norm'al or-ordinary Huid-pressure is admitted to i the primary chamber and my ldlpressu're chamber is permitted to escape into the outer with such brake-cylinder and a source of air-- l substantialiy in line with the air, substantially as described.

(i. In air-brake systems, of a brake-cyli`nder, a triple valve connected pressure, an auxiliary valve provided `witha primary chamber connected with a source of v fluid-pressure and an exhaust-chamber ccnnected with the exhaust of the triple valve,

a piston-rod in the primary chamber providedY with adiaphragm-piston at each end, one of such piston s-preferably the upper-beingof a larger superficial area than the other, a reciprocating valve-rod in the exhaust-chamber piston-,rod and the combination v arranged to be actuated as the piston-rod is.

actuated, an exhaust-'valve on such valve-rod arranged to closean opening in the exhaustchamber, vand a spiral spring arranged between the valve-easing and the piston-rod to normally closethe exhaust-Valve, the relative supercial areas 'of the diaphragmistons and exhaust-valves acting to operate gainst the tension of the spring when the normal or ordinary duid-pressure is admitted to the primary chamber and hold the exhaust-valve open until the pressure falls below a prede termined amount in the exhaust-chamberand brake-cylinder, and when an excess of lfiiziidpressure is admitted to the primary chamber to hold the exhaust-valve open until all uidpressure is discharged from the exhaustchamber and brake-cylinder, substantiallyl as described. v HENRY F. NOYES. c fitnessesz 1 f THOMAS F. SHERIDAN,

THOMAS B. MCGREGOR. 

